Subway emergency evacuation door

Abstract

The utility model discloses a subway emergency evacuation door, including door frame and bottom hinged door panel below door frame. Be provided with the installation groove in the door frame, and the linkage lock device and the door panel release device that are linked with it are equipped in the slot. The door panel outside is equipped with the bolt lock groove, and is cooperated with the bolt lock rod controlled by the linkage lock device. The both sides of door panel are equipped with the auxiliary unfolding connecting rod mechanism connected with door frame, and the top is connected to the reel controlled by the door panel release device through the take -up cable. The linkage lock device passes through horizontal shaft, vertical shaft, bevel gear set, worm gear, gear rack etc. transmission parts, and the operation power is transmitted to the bolt lock rod to realize the lock / lock, and the door panel release device is simultaneously driven to control the winding and release of take -up cable, thereby realizing the linkage function of unlocking and door panel lowering or lifting and lock with single operation. The drive mode can be compatible with manual (hand wheel) and electric (motor), and can set independent operation point at different height to adapt to different emergency scene such as fire, waterlogging etc. The design structure is reliable, and the operation is simple, and the evacuation efficiency and safety under the emergency condition are effectively improved.

Description

Technical Field

[0001] This utility model relates to the field of rail transit safety equipment technology, specifically to an emergency evacuation door for subways. Background Technology

[0002] As the backbone of urban public transportation, the safe operation of subways is of paramount importance. Emergency evacuation doors are crucial safety features that allow passengers to quickly escape from subway cars in the event of accidents (such as fires, power outages, derailments, etc.). Currently, most emergency evacuation doors used on subway cars employ electric, pneumatic, or hydraulic control systems, relying on the vehicle's normal power supply or compressed air for operation. However, in real emergencies, the accident itself could very likely cause the vehicle's main power supply to fail, the control system to malfunction, or the air supply to be interrupted, rendering these externally powered evacuation doors unable to open properly, thus seriously threatening passenger safety. Furthermore, even some backup manually operated evacuation doors often have cumbersome operating procedures. They typically require first operating the unlocking mechanism (such as manually turning multiple bolts or latches), and then operating another independent device (such as releasing the locking mechanism of the sling or folding linkage) to lower and unfold the door panel. This multi-step operation can easily delay precious escape time in emergencies due to passenger panic, unfamiliarity with the operation, or low visibility. Therefore, there is an urgent need for a subway emergency evacuation door that is simple in structure, highly reliable, easy and quick to operate, and does not rely on external power, so as to ensure that it can be opened quickly in any emergency and provide passengers with a safe escape route. Utility Model Content

[0003] The purpose of this utility model is to overcome the defects in the existing technology and provide a subway emergency evacuation door.

[0004] To achieve the above objectives, the technical solution of this utility model is to design a subway emergency evacuation door, including a door frame and a door panel hinged at the bottom of the door frame. The door frame has an installation groove, within which a linkage unlocking device and a door panel release device are installed. The linkage unlocking device is linked to the door panel release device. The outer side of the door panel has a bolt lock groove, which cooperates with a bolt lock rod. The bolt lock rod is controlled to open and close by the linkage unlocking device. Auxiliary unfolding linkage mechanisms are provided on both sides of the door panel, corresponding to positions on the door frame. One end of a take-up / release cable is connected to the top of the door panel, and the other end of the take-up / release cable passes through a cable groove on the door frame and connects to a roller. The roller is controlled by the door panel release device. A groove is provided on the side of the door frame near the door panel opening / closing position for accommodating the folded auxiliary unfolding linkage mechanism. The auxiliary unfolding linkage mechanism is a structure commonly used in the prior art and will not be described in detail here.

[0005] Specifically, the linkage unlocking device includes a first horizontal shaft installed in a mounting groove on the door frame and mounted on the door frame via a bearing seat and bearing, and two vertical shafts respectively installed in the left and right mounting grooves on the door frame and mounted on the door frame via bearing seats and bearings. The first horizontal shaft and the two vertical shafts are driven and connected by a bevel gear set. A first worm gear is installed on each of the two vertical shafts. A first worm wheel is installed on the first worm gear. The first worm wheel is mounted on a first shaft. The first shaft is installed in the mounting groove via a bearing seat and bearing. A first gear is also mounted on the first shaft. The pin lock rod on the same side is connected by a connecting rod. A first rack that meshes with the first gear is installed on the connecting rod. A second bevel gear is also mounted on at least one of the vertical shafts. A second shaft is also installed in the mounting groove via a bearing seat and bearing. A third bevel gear is mounted on the second shaft. The third bevel gear meshes with the second bevel gear. The second shaft is driven by a drive assembly. The first rack includes a fixed rack with guide bolts horizontally positioned at both ends. A first spring, a movable tooth, and a nut are sequentially mounted on the guide bolts. The movable tooth can slide along the guide bolts. This structure is a gear and rack limiting structure, enabling the fixed rack of the first rack to move when the first gear rotates. Upon reaching the movable tooth, the movable tooth slips due to the influence of the first spring, thus allowing the first gear to continue rotating while the fixed rack stops moving. When the first gear rotates in the opposite direction, it contacts the movable tooth first, which remains stationary under the action of the nut, allowing the first rack to move. The distance between the movable tooth and the fixed rack can be changed by adjusting the length of the nut screwed into the guide bolt.

[0006] Specifically, the door panel release device includes a drum fitted at both ends of the first horizontal shaft. A take-up / release cable is wound on the drum, and one end of the cable is connected to the top of the door panel. The rotation of the vertical shaft drives the first horizontal shaft to rotate via a bevel gear set, allowing the upper drum to take up and release the cable. At this point, the positional relationship between the drum and other components, as well as the opening of the cable groove, need to be considered. If necessary, multiple pulleys may be added to improve the smoothness of the cable's take-up and release.

[0007] Preferably, each of the two vertical shafts is fitted with a second bevel gear, with the two second bevel gears positioned slightly above and below the vertical shafts, respectively. Each of the two second bevel gears is equipped with a matching third bevel gear and a drive assembly, forming independent operating devices at different heights and positions. This structure creates independent operating devices at different heights and positions. The upper operating device is used when the subway is flooded or for tall operators. In flooding situations, the lower operating device may be completely submerged, hindering operation by survivors. The lower operating device is used when the subway is on fire or for shorter operators. In the event of a fire, dense smoke will first fill the upper part of the subway. Operating the upper or conventionally designed middle operating device at this time can easily lead to smoke inhalation and injury.

[0008] Optionally, at least one of the vertical shafts is equipped with a motor for driving the vertical shaft to rotate, and the motor is electrically connected to the controller. The motor is used to drive the vertical shaft to rotate, which requires electricity and is normally operated by the subway main control room.

[0009] Optionally, the drive assembly is a handwheel mounted on the second shaft, located on the outside of the door frame. The handwheel drives the vertical shaft to rotate and is manually operated, primarily for use in case of subway power failure. The handwheel is located on the outside and is clearly visible, covered by a casing with markings such as "Do not open except in emergency situations" to provide warnings and prevent accidental opening.

[0010] Optionally, the drive assembly is a detachable crank handle, one end of which is detachably connected to one end of the second shaft via a spline. The crank handle is normally placed on the door frame and a warning label is provided to remind the operator. In use, the operator inserts the crank handle into the second shaft and then turns the handle to open or close the door panel. The crank handle can increase the rotational torque, thus requiring less effort when driving the second shaft.

[0011] Furthermore, the door panel's latch lock groove is a U-shaped groove, with a one-way opening baffle at its opening. The baffle is hinged to one side of the opening, and a torsion spring is installed at the hinge point between the baffle and the door panel. Under normal circumstances, the torsion spring causes the baffle to block the U-shaped groove opening. When subjected to external force, the baffle can rotate along the hinge axis into the U-shaped groove, forming a notch. When it is necessary to reset the door panel, the latch lock rod can be directly pushed by the baffle, causing it to rotate into the U-shaped groove, and finally allowing the latch lock rod to enter the latch lock groove. At this time, the baffle resets and blocks the U-shaped groove opening, completing the locking. It should be noted that the baffle is preferably made of two pieces, one above the other, hinged to the upper and lower sides of the U-shaped groove opening respectively. In this way, when the latch lock rod enters the latch lock groove, because there are two baffles, each with a smaller length, the reset can be achieved within the smaller U-shaped groove.

[0012] Furthermore, a limiting groove is provided within the door frame, within which the first rack slides. The limiting groove allows the first rack to slide more effectively, preventing displacement and ensuring optimal transmission.

[0013] Furthermore, an elastic element is provided above the door frame near the unfolded side of the door panel to provide an initial force for opening the door panel. This elastic element is preferably a spring, and the spring force is selected based on a trade-off between the force required to push the door frame and the resistance encountered when closing the door frame. By providing this elastic element, a pushing force is generated after the interlocking unlocking device moves the bolt lock rod out of the bolt lock groove, causing the door panel to move outward away from the door frame without manual pushing.

[0014] To reduce energy loss during gear transmission and facilitate easier operation, preferably, the worm gear, bevel gear, and other gear components are made of materials with low coefficients of friction (such as engineering plastics) to improve the machining accuracy of gears and other parts; good coaxiality and assembly accuracy must be ensured during installation; and suitable lubricating oil or grease should be added to the gears regularly to form an oil film and reduce friction; high-quality bearings (such as ball bearings and needle roller bearings) should be used instead of simple bushings to further reduce rotational resistance; if necessary, a reduction pulley system can also be added to reduce the operating force required for the operator to rotate the component.

[0015] The advantages and beneficial effects of this utility model are as follows: 1. This utility model adopts a mechanical linkage design, organically combining the two key actions of unlocking (retracting the bolt) and releasing the door panel (lowering the release cable) through a transmission mechanism (linking the unlocking device and the door panel release device). Whether manually driven by a handwheel or electrically driven by a motor, the operator only needs to perform a single operation (turning the handwheel or triggering the motor) to automatically complete the entire process of unlocking and lowering the door panel in sequence. This greatly simplifies the operation process, avoids operational errors or reversed sequences that may occur due to panic in an emergency, and buys passengers valuable escape time.

[0016] 2. The system primarily uses pure mechanical transmission, and its core function (manual mode) does not rely on the vehicle's electrical system or air supply. Even in the worst-case scenario of a complete power outage and control system failure, passengers can still reliably open the evacuation doors manually. The mechanical structure (such as worm gear transmission) has self-locking characteristics, effectively preventing the door panels from being accidentally opened or closed without human intervention, resulting in a high safety factor.

[0017] 3. By setting independent drive points on the vertical axis at different heights (such as handwheels at the top and bottom), the evacuation doors can adapt to different disaster scenarios. For example, when a fire occurs in a subway car, smoke rises, and the control points located at the bottom of the car are easier for passengers to operate from a relatively safe, low position; while when the subway car is flooded, the control points located at the top of the car are easier to reach. This design also takes into account the convenience of operators of different heights (such as children and short passengers), improving the universality of the facility. Attached Figure Description

[0018] Figure 1 This is a schematic diagram of the structure of the emergency evacuation door of this utility model when it is opened; Figure 2 This is a schematic diagram of the internal structure of the emergency evacuation door frame of this utility model; Figure 3 This is a schematic diagram of the back structure of the emergency evacuation door of this utility model. Figure 4 This is a schematic diagram of the structure of the first gear driving the first rack of this utility model; Figure 5 This is a schematic diagram of the first rack structure of this utility model; Figure 6 This is a schematic diagram of the U-shaped pin locking groove of this utility model in use.

[0019] In the diagram: 1. Door frame; 2. Door panel; 3. Mounting groove; 6. Pin lock groove; 7. Pin lock rod; 8. Auxiliary unfolding linkage mechanism; 9. Rope winding; 10. Rope groove; 11. Drum; 12. First horizontal shaft; 13. Vertical shaft; 14. Bevel gear set; 15. First worm gear; 16. First worm wheel; 17. First shaft; 18. First gear; 19. Connecting rod; 20. First rack; 2001. Fixed rack; 2002. Guide rod bolt; 2003. First spring; 2004. Movable gear; 2005. Nut; 21. Second bevel gear; 22. Second shaft; 23. Third bevel gear; 2401. Motor; 2402. Handwheel; 28. Baffle; 29. ​​Torsion spring; 30. Limiting groove; 31. Elastic element. Detailed Implementation

[0020] The specific embodiments of this utility model will be further described below with reference to the accompanying drawings and examples. The following examples are only used to more clearly illustrate the technical solution of this utility model and should not be construed as limiting the scope of protection of this utility model.

[0021] according to Figures 1-3As shown, this utility model is a subway emergency evacuation door, including a door frame 1 and a door panel 2 hinged to the bottom of the door frame 1. The door frame 1 has an installation groove 3, which houses a linkage unlocking device and a door panel release device. The linkage unlocking device is linked to the door panel release device. The outer side of the door panel 2 has a bolt lock groove 6, which cooperates with a bolt lock rod 7. The bolt lock rod 7 is controlled by the linkage unlocking device to open and close. Auxiliary unfolding linkage mechanisms 8 are provided on both sides of the door panel 2, corresponding to positions on the door frame 1, to provide support and guidance when the door panel 2 is lowered, ensuring its stable unfolded state. The top of the door panel 2 is connected to one end of a take-up cable 9, and the other end of the take-up cable 9 passes through a cable groove 10 on the door frame 1 and is connected to a drum 11, which is controlled by the door panel release device.

[0022] By driving the linkage unlocking device, the bolt lock rod 7 in the door frame 1 is inserted into or pulled out of the bolt lock groove 6 in the door panel 2. During the process of driving the linkage unlocking device, the linkage unlocking device is linked with the door panel release device, thereby driving the door panel release device to realize the winding or unwinding of the winding rope 9 on the drum 11. One end of the winding rope 9 is connected to the door panel 2, thus enabling the door panel to be opened and closed.

[0023] according to Figures 1-3 As shown, in one embodiment, the linkage unlocking device includes a first horizontal shaft 12 disposed in a mounting groove 3 on the door frame 1 and mounted on the door frame 1 via bearing seats and bearings, and two vertical shafts 13 respectively disposed in the left and right mounting grooves 3 on the door frame 1 and mounted on the door frame 1 via bearing seats and bearings. The first horizontal shaft 12 and the two vertical shafts 13 are respectively driven and connected by a bevel gear set 14. A first worm gear 15 is mounted on each of the two vertical shafts 13. A first worm wheel 16 is mounted on the first worm gear 15. The first worm wheel 16 is fitted on the first shaft 17. The first shaft 17 is mounted in the mounting groove 3 via a bearing seat and a bearing. A first gear 18 is also mounted on the first shaft 17. The pin locking rod 7 on the same side is connected via a connecting rod 19. A first rack 20 that meshes with the first gear 18 is mounted on the connecting rod 19. At least one of the vertical shafts 13 is also mounted on a second bevel gear 21. The mounting groove 3 is also mounted on a second shaft 22 via a bearing seat and a bearing. A third bevel gear 23 is mounted on the second shaft 22. The third bevel gear 23 meshes with the second bevel gear 21. The second shaft 22 is driven by a drive assembly. The door panel release device includes a roller 11 fitted at both ends of the first horizontal shaft 12, with a take-up and release cable 9 wound on the roller 11, one end of which is connected to the top of the door panel 2.

[0024] The drive component is a handwheel 2402 mounted on the second shaft 22, and the handwheel 2402 is located outside the door frame 1.

[0025] The drive assembly rotates the second shaft 22, which in turn rotates the third bevel gear 23 on it. This, in turn, drives the second bevel gear 21 mounted on the vertical shaft 13 to rotate, causing the vertical shaft 13 to rotate as well. Through the bevel gear set 14, the first horizontal shaft 12 rotates, which in turn drives the other vertical shaft 13 to rotate through another bevel gear set 14. A first worm gear 15 is mounted on the vertical shaft 13. The first worm gear 15 drives the first worm wheel 16 mounted on the first shaft 17 to rotate, which in turn causes the first gear 18, also mounted on the first shaft 17, to rotate. The first gear 18 meshes with the first rack 20, causing the first rack 20 to move laterally, and consequently, the connecting rod 19 and its latch locking rod 7 to move laterally, thus achieving locking and unlocking. The use of the first worm gear 15 and the first worm wheel 16 to control the latch locking rod 7 also provides a self-locking function.

[0026] During the process of unlocking and locking, the first horizontal shaft 12 rotates, and the drum 11 on it also rotates, thereby realizing the winding and unwinding of the winding rope 9 on the drum 11, which in turn realizes the opening and closing of the door panel.

[0027] This process only requires operating the drive component to achieve all functions of unlocking and releasing the door panel, making the operation relatively simple. The drive component is preferably a handwheel 2402, but it can also be other components capable of driving the second shaft 22 to rotate, such as a motor or hydraulic motor. The linkage unlocking device and door panel release device are not limited to the implementation described in the embodiment. Achieving the same purpose through equivalent substitution is also within the protection scope of this utility model. For example, replacing the bevel gear set 14 with other gear sets capable of power transmission is also within the protection scope of this embodiment. The shafts, gears, worm gears, and other structures described above, as well as the bearings, bearing seats, and other structures used for lubrication, sealing, and fixing, are all well-known to those skilled in the art and will not be elaborated upon here. For precision parts, such as worm gears and bevel gears, a housing can be provided on the outside, and waterproof sealing should be ensured to guarantee good transmission performance.

[0028] according to Figure 2As shown, in one embodiment, two second bevel gears 21 are mounted on both vertical shafts 13. The two second bevel gears 21 are respectively positioned slightly above and slightly below the vertical shafts 13. Each of the two second bevel gears 21 is equipped with a matching third bevel gear 23 and a drive assembly, forming independent operating devices at different heights and positions. This embodiment installs two sets of drive assemblies to drive the vertical shafts to rotate. Firstly, the two sets of drive assemblies can operate independently and achieve the same operating function. Secondly, setting the two sets of drive assemblies at different heights and positions ensures that operators of different heights and in different emergency scenarios (such as flooding or fire) can enjoy a safer and more convenient operating environment.

[0029] according to Figure 2 As shown, in one embodiment, at least one of the vertical shafts 13 is equipped with a motor 2401 for driving the vertical shaft 13 to rotate, and the motor 2401 is electrically connected to the controller. Under normal circumstances, it is preferable to use the subway main control system to control the motor 2401 to start and drive the entire device to rotate, so as to realize the unfolding of the door panel 2. When the power system fails, the manual operation mode can be used.

[0030] according to Figure 6 As shown, in one embodiment, the latch lock groove 6 of the door panel 2 is a U-shaped groove, and a one-way opening baffle 28 is provided at its opening. The baffle 28 is hinged to one side of the opening, and a torsion spring 29 is provided at the hinge point between the baffle 28 and the door panel 2. Under normal circumstances, the torsion spring 29 causes the baffle 28 to block the opening of the U-shaped groove. When subjected to external force, the baffle 28 can rotate along the hinge axis into the U-shaped groove to form a notch. This design is mainly to facilitate the operation of the entire device by operating a single handle even when the door is closed, thus improving the convenience of closing the door panel. Under normal conditions (such as...) Figure 6 As shown in Figure A), the baffle 28 is in a vertical position under the action of the torsion spring 29, and the top of the baffle 28 is in contact with the door panel 2. Even if the torsion spring 29 continues to apply torque, the baffle 28 can only remain vertical due to the obstruction of the upper door panel 2. This is why the baffle 28 can only open and close in one direction. In use (as shown in Figure A)... Figure 6 As shown in Figure B), when the door panel 2 approaches the door frame 1, the bolt locking rod 7 on the door frame 1 will overcome the torque of the torsion spring 29, push open the baffle 28, and slowly enter the bolt locking groove 6. When the bolt locking rod 7 is fully inserted into the bolt locking groove 6 (as shown in Figure B), Figure 6 As shown in Figure C), the baffle 28 disengages from the locking pin 7 and returns to its original position under the action of the torsion spring 29 (as shown in Figure C). Figure 6 At position D (as shown in the diagram), the locking pin 7 is fully inserted into the locking pin slot 6. To open it, the locking pin 7 must be pulled outwards.

[0031] according to Figure 4As shown, in one embodiment, a limiting groove 30 is provided inside the door frame 1, and the first rack 20 slides within the limiting groove 30. The limiting groove 30 allows the first rack 20 to slide more smoothly, preventing it from shifting and affecting the transmission effect.

[0032] according to Figure 3 As shown, in one embodiment, an elastic element 31 is provided above the door frame 1 near the unfolding side of the door panel 2 to provide an initial force for opening the door panel 2. By providing this elastic element 31, a pushing force is generated after the linkage unlocking device moves the bolt lock rod 7 out of the bolt lock groove 6, causing the door panel 2 to move outward away from the door frame 1 without manual pushing.

[0033] according to Figure 4 , 5 As shown, in one embodiment, the first rack 20 includes a fixed rack 2001, with guide rod bolts 2002 horizontally arranged at both ends of the fixed rack 2001. A first spring 2003, a movable tooth 2004, and a nut 2005 are sequentially mounted on the guide rod bolts 2002. The movable tooth 2004 can slide along the guide rod bolts 2002. The principle is as follows: When the first gear 18 rotates to the movable tooth 2004, the movable tooth 2004 has a gap with the fixed rack 2001 because it is subject to the elastic force of the first spring 2003. When the first gear 18 rotates and applies force to the movable tooth 2004 to drive it to move the entire fixed rack 2001, this force is converted into a force on the movable tooth 2004 overcoming the elastic force of the first spring 2003. This cancels out the force of the first gear 18 on the entire first rack 20, and thus cannot drive the entire first rack 20 to move. The first gear 18 continues to rotate, and its teeth continuously drive the movable tooth 2004 to slide back and forth along the guide bolt 2002, compressing the first spring 2003. When the first gear 18 rotates in the opposite direction, the other side of the movable tooth 2004 is blocked by the nut 2005, thus making hard contact with the teeth of the first gear 18, enabling the movement of the first rack 20. At this point, it is important to note that the distance between the movable tooth 2004 and the fixed rack 2001 needs to be adjusted by adjusting the length of the nut 2005 screwed into the guide rod bolt 2002. This ensures that when rotating forward, the first gear 18 continues to rotate freely after reaching the movable tooth 2004, and when rotating in reverse, it can drive the first rack 20 to move.

[0034] The entire workflow and principle of the emergency evacuation door are as follows: Releasing the evacuation door: When the subway power system is intact, the main control room controls the starter motor 2401. When the subway power system loses power, in one embodiment, the handwheel 2402 is manually turned for driving; in another embodiment, a crank is inserted into the second shaft 22 for driving. Through the interaction of gears, racks, worm gears, bevel gears, etc., the horizontal shaft, vertical shaft 13, and other shafts are driven to rotate. The rotation of the vertical shaft 13 drives the first rack 20 to move until the latch lock rod 7 moves out of the latch lock groove 6. Due to the special structure of the first rack 20 (movable tooth 2004 and spring), the first gear 18 begins to idle, thus allowing all the continuous rotational energy of the vertical shaft 13 to be used to drive the door release device's winding and unwinding rope 9, and no longer acting on the latch lock rod 7. The first rack 20 stops moving, and at this time, the door panel 2 and door frame 1 are unlocked. During this process, the drum 11 on the first horizontal shaft 12 simultaneously releases the winding and unwinding rope 9. After door panel 2 is unlocked from door frame 1, the operator pushes door panel 2 outward, moving it away from door frame 1, and continuously releases the retraction cable 9. At this time, under the influence of gravity, door panel 2 continuously pulls the retraction cable 9 and slowly opens. During the opening process, the auxiliary unfolding linkage mechanism 8 also slowly opens. Besides the operator pushing door panel 2 to achieve initial separation from door frame 1, the device eliminates the need for manual pushing by using an elastic element 31 located above the unfolding side of door frame 1 near door panel 2, which provides the initial force for opening door panel 2. The retraction cable 9 can firmly hold door panel 2 during escape, giving it good stability, and can also serve as a safety railing and handrail for escapees. When the operator drives the first shaft 17 to rotate, during the process of pulling the latch rod 7 out of the latch lock slot 6, the first worm gear 15 drives the first turbine 16 to rotate, thereby driving the first gear 18 to drive the first rack 20. At this time, the operator needs to use a relatively large force to operate. When the latch rod 7 moves out of the latch lock slot 6, the door panel 2 rotates downward under gravity. At this time, when the operator releases the take-up rope 9 on the drum 11, due to the pulling force of the door panel 2, the drum 11 will have a rotational force, thereby driving the first horizontal shaft 12 to rotate. At this time, the operator does not need to use a large force when releasing the take-up rope 9. Even when the take-up rope 9 is about to be released, the escapee can step on the door panel 2 to increase the overall gravity. At this time, the drum 11 drives the first horizontal shaft 12, and then drives the entire structure to rotate. It may no longer be necessary for the operator to turn the handwheel 2402.

[0035] When closing the door panel: the vertical shaft 13 is driven in the reverse direction, which in turn drives the first rack 20 to move in the reverse direction, causing the latch 7 to extend (since the door panel 2 has not yet reached its final position, the latch 7 is only extended and has not yet entered the latch lock groove 6). After extending to the set position, the vertical shaft 13 and the horizontal shaft continue to rotate, and the winding cable 9 is continuously wound up through the drum 11. During the winding process, the door panel 2 is driven to rotate upward. At this time, the auxiliary unfolding linkage mechanism 8 also slowly folds. When the door panel 2 contacts the latch 7, the latch 7 will overcome the torque of the torsion spring 29 to push open the baffle 28 and slowly enter the latch lock groove 6 to lock. If the baffle 28 structure is not used, the handle needs to be reversed to retract the latch 7, and then the door panel 2 is manually pushed to the fully closed state. Then the handle is turned forward to extend and lock the latch 7, and the handle is continuously turned to tighten the winding cable 9. It is important to note that when the door is closed manually, the retractable cable 9 is in a slack state. It is necessary to prevent the retractable cable 9 from being caught between the door panel 2 and the door frame 1, and to ensure that it does not get tangled when retracting the cable 9 later.

[0036] The bolts, nuts, screws, welding, and other components used in fixing and installing parts to connect two or more parts are all known to those skilled in the art and will not be described in detail here. Similarly, components requiring bearings, such as gears and drive rollers, are also known to those skilled in the art and will not be described in detail here. The frame, worktable, and other components described in this article are adjusted according to the interrelationships between the components, with the main purpose of preventing interference between different components.

[0037] The above description is only a preferred embodiment of the present utility model. It should be noted that for those skilled in the art, several improvements and modifications can be made without departing from the technical principles of the present utility model, and these improvements and modifications should also be considered within the protection scope of the present utility model.

Claims

1. A subway emergency evacuation door, comprising a door frame (1) and a door panel (2) hinged at the bottom below the door frame (1), characterized in that, The door frame (1) is provided with an installation groove (3), and the installation groove (3) is provided with a linkage unlocking device and a door panel release device. The linkage unlocking device is linked with the door panel release device. The door panel (2) is provided with a bolt lock groove (6) on the outside. The bolt lock groove (6) cooperates with the bolt lock rod (7). The bolt lock rod (7) is controlled to open and close by the linkage unlocking device. The door panel (2) is provided with auxiliary unfolding linkage mechanism (8) on both sides, which is connected to the corresponding position of the door frame (1). The top of the door panel (2) is connected to one end of the take-up and release cable (9). The other end of the take-up and release cable (9) passes through the cable groove (10) on the door frame (1) and is connected to the drum (11). The drum (11) is controlled by the door panel release device.

2. The subway emergency evacuation door according to claim 1, characterized in that, The linkage unlocking device includes a first horizontal shaft (12) installed in the mounting groove (3) on the door frame (1) and mounted on the door frame (1) via bearing seats and bearings, and two vertical shafts (13) respectively installed in the left and right mounting grooves (3) on the door frame (1) and mounted on the door frame (1) via bearing seats and bearings. The first horizontal shaft (12) and the two vertical shafts (13) are respectively driven and connected by a bevel gear set (14). A first worm gear (15) is installed on each of the two vertical shafts (13). A first worm wheel (16) is installed on the first worm gear (15). The first worm wheel (16) is fitted on a first shaft (17). 7) The first shaft (17) is installed in the mounting groove (3) through the bearing seat and bearing. The first gear (18) is also fitted on the first shaft (17). The pin locking rod (7) on the same side is connected through the connecting rod (19). The connecting rod (19) is equipped with a first rack (20) that meshes with the first gear (18). At least one of the vertical shafts (13) is also fitted with a second bevel gear (21). The mounting groove (3) is also equipped with a second shaft (22) through the bearing seat and bearing. The second shaft (22) is fitted with a third bevel gear (23). The third bevel gear (23) meshes with the second bevel gear (21). The second shaft (22) is driven by the drive assembly. The first rack (20) includes a fixed rack (2001), with guide rod bolts (2002) horizontally arranged at both ends of the fixed rack (2001). A first spring (2003), a movable tooth (2004), and a nut (2005) are sequentially mounted on the guide rod bolts (2002). The movable tooth (2004) can slide along the guide rod bolts (2002).

3. A subway emergency evacuation door according to claim 2, characterized in that, The door panel release device includes a drum (11) fitted at both ends of the first horizontal shaft (12), with a take-up and release cable (9) wound on the drum (11), and one end of the take-up and release cable (9) connected to the top of the door panel (2).

4. A subway emergency evacuation door according to claim 2, characterized in that, A second bevel gear (21) is fitted on each of the two vertical shafts (13). The two second bevel gears (21) are respectively located above and below the vertical shafts (13). Each of the two second bevel gears (21) is equipped with a matching third bevel gear (23) and a drive assembly, forming independent operating devices at different heights and positions.

5. A subway emergency evacuation door according to claim 2, characterized in that, At least one of the vertical shafts (13) is equipped with a motor (2401) for driving the vertical shaft (13) to rotate, and the motor (2401) is electrically connected to the controller.

6. A subway emergency evacuation door according to claim 2, characterized in that, The drive assembly is a handwheel (2402) mounted on the second shaft (22), and the handwheel (2402) is located outside the door frame (1).

7. A subway emergency evacuation door according to claim 1, characterized in that, The latch groove (6) of the door panel (2) is a U-shaped groove, and a one-way opening baffle (28) is provided at its opening. The baffle (28) is hinged to one side of the opening, and a torsion spring (29) is provided at the hinge of the baffle (28) and the door panel (2). Under normal circumstances, the torsion spring (29) causes the baffle (28) to block the opening of the U-shaped groove. When subjected to external force, the baffle (28) can rotate in the U-shaped groove along the hinge axis to form a notch.

8. A subway emergency evacuation door according to claim 2, characterized in that, The door frame (1) is provided with a limiting groove (30), and the first rack (20) slides in the limiting groove (30).

9. A subway emergency evacuation door according to claim 1, characterized in that, An elastic element (31) is provided above the door frame (1) near the unfolding side of the door panel (2) to provide an initial force for opening the door panel (2).

Images